bruteforce

Hi guys, thinking of adding an intercooler to my bike. For size I guess the best is to fit one as large as can be fitted to the bike? Please show me your solution and sizes. Looking at universal intercoolers at the mo. to replace the linkpipe to the plenum.

I know. But it already will make 250bhp which is quite enough for this lightweight roadbike, and throttle response does NOT need to be hairtrigger fast. I like it like this, it is relatively simple and robust and EFi would cost about €1000,- all-in with no real benefits.

At the moment I'm trying to get a crank-driven scavenging pump to work well. It seems to be a bit small to be able to get the hot frothy oil back up. But the engine rebuild has been fully completed and all else it needs are new floatneedles and seats. No other projects I'm afraid, still considering EFi but not sure it will bring me more than a good set of carbs will.

Good to read I'm not forgotten!

Hi guys, I need four sets of new floatneedles and seats for my 1986 GSXR1100 motor (1052cc 34mm carbs). My buddy Leblowski says he heard of a site in the UK that sells these a bit less expensive than the mahoosive amount of money my Suzuki dealer is asking. Any clues to what site would be appreciated! Greetings, Marco.

Hi Stephtell, Both Leblowski and I watched in awe when this bike was built and dragraced years back by master mechanic GJG. You seem to be a little annoyed that it gets recognised, but in fact you can be very proud you're the owner now (actually I'm envyous because you were smart enough to buy it!) and it's even been improved ever since. The reason Leblowski shows you old photos is that it could be the easy way to revert to original HSR as it ran great. On top of that, I have had the opportunity to ride Leblowski's Kwaksuki once, and if anyone can point you in the right direction its him. BTW.... the original yellow was awful IMHO! Looks much better now.

Thanks for your kind words Maggotbreath! Makes me proud.

Sean at BigCC is a great guy, he speaks his own mind like all good tuners do and absolutely knows his shit. I have no doubts that his bikes make tremendous amounts of HP and certainly are not manipulated because it would look better. The raceresults speak for themselves. On the other matter of dyno differences: My bike always gets measured on the same dyno so you can see if an improvement is really an improvement.

Eh Kev, is it finished yet?

...I told you to build an 1100 straight away but noooo you did a 750 first. Lovely and very fast bike though. I noticed that I don't quite fill that suit up like that nowadays...

Thanks guys!

A little history on the build of my TurboGS. This starts way back in 2003 when I got a GS750 as a gift from a buddy of mine. Ofcourse it made no sense to refit the GS750 lump, so a GSX1100S engine was puchased and fitted with a Wiseco 1168cc big-bore kit. It made 120bhp at the wheel. Then I got overtaken by a standard modern 600 so I thought I'd be a good idea to fit a turbo under the seat in Yamaha 650 TurboSeca style. Now I didn't get overtaken anymore. It started life at 160bhp in 2005 with a VNT turbo... ...and eventually made 210bhp and 220Nm at the wheel in 2007 on a KKK k-04. Then someone offered me a slabby GSXR1100 for silly money so I changed direction completely and turboed that the "proper" way with a front mounted turbo, alas on standard pistons and bore. The GSXR turned out to be cheap for a reason: the engine was very very bad and this meant that it kept letting me down time and again for years to follow. But in the meantime I preferred the GS looks so I built a new TurboGS for it, based on a GS550 frame after I saw one fitted with an oilboiler 1100 at Santa Pod. It is now 2009 and it became 1195cc on very low CR busa pistons. So I ran it for a couple of years still struggling to get decent reliable power from it, went to meetings on it but not much else. Then in 2014 I badly damaged the engine on a high-speed run so it was time to completely rebuild the motor. It still looks the same, but now has a revised head with new valvesprings, new busa pistons and bores, corrected camtiming, block skimmed for 1mm squish and 1:8.7 CR, restrictor in the turbo oilfeed and a new turbo scavenge pump running off the crank end. This was done because the engine apparently was starved of oil at some point and I blame the old restricted membrane scavenging system. We're back for the 2016 season!

Sooo I've also found my way back to the OSS forum after many years. Maybe some of you may still remember me, bruteforce aka Marco van de Velde.